Transmission mechanism and control means therefor



Feb. 15, 1944.

TRAN SM I S S ION MECHANI SM AND CONTROL MEANS THEREFOR REDUCTION GEAR CONSTANT RATIO SPEED AND TORQUE CONTROLLED AUTOMATIC DIRECT DIZIVE CONSTANT VARIABLE CULM|NAT|VE IN DIRECT-DRIVE. UPON MOMENTAIZY TOEQUEIZEVEIZSAL- K|CK-DOWN DIRECT-DRIVE BACK TO CONSTANT VARIABLE AT W'ILL.

E. R. BURTNETT Filed Sept. 16, 1959 4 Sheets-Sheet -1 Feb. 15, 1944.

Filed-Sept. 16, 1939 4 Sheets-Sheet 2 INVENTOR.

Was.

"Feb. 15,1944. RBURTNETT 3 2,341,512

' TRANSMISSION MECHANISM mp CONTROL MEANS THEREFOR Filed Sept. '16. 19:59 4 Sheets-Sheet s .ziz'g. -57. 31g, 7 .2? g. 45 Fgon REAR reon FRONT U FR R T :zz

'91 '97 DZ: 99 Ill mm RETROGRADE 91 0 r J 1: v z 1 :0; 4 J :21 g. 5 I

I Feb. 15, 1944. E N T 2,341,512

TRANSMISSION MECHANISM AND CONTROL MEANS THEREFOR Filed Sept. 16. 1939 4 Sheets-Sheet 4 INVENTOR.

Patented Feb. 15, 1944 TRANSMISSION MECHANISM MEANS 'rnnanro 4gp coN'raon Everett R. Burtnett, Los Angeles, Calif., assignor Y of one-half to Edith Glynn Burtnett, Lol Arigelcs, Calif.

Application September 16,1939, Serial No. 255,243

45 Claims. (Cl. 74-260) The invention relates to power transmission and more particularly to automatic change speed .mechanism.

In prior transmissions of the character above described where an automatic speed responsive device is used to establishthe initial drive between the engine and the load shaft,'in the flrst 'gear ratio at least to give a slipping-powertransmitting coupling obtaining in the initial drive establishing device, such a device has either been subjected to relative rotation of its drive and driven elements following the sequential abandonment ofsuch a device from further contribution to the drive when certain succeeding faster speed ratio would establish, or has been constantly subjected to variations in the speed and influences of centrifugal force so that throughout the driving range tendency to slip would persist with resultant loss of power and heating of the clutching agents. According to the present invention these disadvantages have been overcome by providing a turbine ring type hydraulic device and the adaptation of same to establish the initial drive between the engine and the load shaft drivingly through gearing related variable speed transmission unityincluding either forward or reversing reduction gear ratioseach two-way' positive drive and constant ratio in character,.whereby in either the forward or the reversing gear drive selections that are independent ofthe automatic'variable transmission unit the engine compression is available against matic'change' speed range of transmission bein thedrivewhereby to subject the hydraulic device to only a minor ratio of the torque, together with the provision of a mechanical overrunning device in the input torque train to this hydraulic device, so that upon the subsequent establishment of a supplanting faster speed ratio of drive between the engine and the load shaft, the entire complement at this hydraulic device would be overrun permitting the operating fluid connecting agent of the device to come to a complcte rest whiledriving in the normal range.

Another improvement of this invention resides ina. combination of a normally but yield-u the load in either direction whether at rest or in motion, as long as the master I clutch is left in its normal engagement. cilitates the usual optional declutching of the engine permitting the engine to be raced while the transmission is selected in any gear, includtween the engine and the load shaft, and wherein such an operating fluid circuit is contained within solely a pump impeller element and a stator element, eliminating the third element that necessarily complements a so-called torque converter and in whichoutput of the,operating fluid connection is drivingly related to the load. An

I fluid content from the load shaft with respect to rotation ofthe latter in either direction.

'Another advantageof the turbine ring type wtwo elements. lies in the improved cooling obof the operating fluid connection. i Another object-pf the invention is, to provide -a multiplicity of'compounded independently engageable and disengageable systems of parts whose simultaneous connecting functions are required in the establishing of certain speed ratio for the latter to'take the output of the manually controlled geanset directly with the automatic variable transmission unit established in neutral.

A continuation of this improved feature of the invention lies in the drive selectivity through the of drive through the transmission, with certain improved engaging and disengagement effecting relations with diifer'ent of this multiplicity of tems of independently engageable and disengage- This combination fa- 1 taken on line Hof Fig.

able parts will be described more in detail further on in the specification and in the appended claims. 4

The invention further consists in the several features hereinafter set forth and more particularly defined by the claims at the conclusion thereof.

larl y to Fig. 1-.

Referring to the drawings, and more particuand in the main this illustrated form of transmission carrying the invention comprising a master clutch A coupling a drive shaft or crank shaft B to a clutch shaft or first intermediate or first driven shaft a driven For the purposes of illustration, 1 showthe in- V vention in one preferredgeneral combination of transmission and control means therefor suitable for carrying the invention into eifectfand several modifications of certain of the component features, and in the several drawings:

Fig.,, 1' is a central longitudinal section of a complete transmission embodying the above mentioned preferred form of the invention;

\ Fig. 2 isa diagrammatic representation of the manual selections and the resultant speeds and conditions of a transmission'illustrating the preferred form of the invention as disclosed in Fla- 1: f r

Fig. 3 is a fragmentary view in transverse secshaft D; a clutch member E; a planetary gear unit F; a turbine ring type hydraulic unit (3,

' whose contained working fluid to establish reactfame for the planetary gear unit F; an overrunning device H, whereby the reactance train to the planetary gear unit F is divided permitting the planetary gear unit to free wheel the entire complement of the hydraulic unit G; a valve K of cylindrical form so as to singularly open and close the annular passage through which the working'fiuid is adapted to centrifugallymove in the pump impeller element of the hydraulic 'unit G; compounded automaticengagingtion through one of the multiple of clutches and Fig. 4 is a fragmentary view in transverse section through a suitable form of the overrunning I device taken on line 4-4 of Fig. l;'

Fig. 5 is a centraldong'itudinal secti n illustrating a modified form of the invention in which a second planetary gear unit is arranged as the forward and reverse gear selector disposed ahead of the automatic change speed transmission u'nit,

. and at variance with the wheel typegears and.

, fixed lay shaft form of the forward and reverse gears disclosed inthe manually controlled gear;

' set as of Fig. l, and illustrates a tandem arrangement of compounded engageable and disengageclutches M and N whose simultaneous engagements are required to establish the elements of the gearing F to rotate as a unit; and a countershaft cluster of gears P through which to obtain constant ratiosrof either two-way forward or reverse gear drive connecting the clutch and driven shafts C and D, as an alternative to selection of the planetary gearing F to drive the driven I shaft D. 7 With further reference to Fig. l, the numeral l2 designates the transmission case. The'fivwheel I3 secured to the drive shaft or crank shaft ll by cap screws Ii, with a driven clutch d sk I6 and a clutch shell ll secured to the fiywheel U l3 by cap screws l8, and a presser plate It energized by compression springs 20 to pack the ,disk l6 against the flywheel i3.

able brakemarts, as compared to'compoundedmulti-ciutch units disclosed in Fig. 1;;

Figs. 6 and 7 are opposite end elevational views of the positive type of engageable arid disengageable features of the two elements of the brake unit taken on line 6-6 of Fig. 5;

Figs. 6A and 7A are fragmentary views in side elevation of the .two positive type engag'eable and disengageable brake members respectively illustrated in end elevation in Figs. 6 and 7;

Fig. 8 is a fragmentary transverse view, partly in section, showing a pawl and ratchet control arrangement taken 'onlines 8-4 ofFig. 5, and disclosing amodified control as compared to the optionally disengageable clutch unit of the compounded multiplicity of positive type clutches associated' with the planetary gearing disclosed in 1. I Figs: Band 10 are fragmentary vertical section- The usual clutch release fingers II are provided and associated with the customary clutch throw-out bearing 22 .acting through the medium of a block 23 to actuate the fingers 2| for releasing the presser plate I! from the disk ll.

A bushing. is pressed into a recess therefor in the clutch shaft c and receives the end of .the

driven shaft or load shaft D, and a first collar 25 having external clutch jaws 2B is splined or keyed rotatable with the driven shaft D. A longitudinallylshiftable clutch member or second collar E is shown in a carried position on and rotatable independent of the first collar 2' and in turn carried by the driven shaftiD. it series of internal clutch laws '21 and a sec- I ond series of internal clutch Jaws I! are formed respectively in the opposite, ends of the shiftable al views respectively taken through. the housing cf-a portion of different tron disclosures of different modified forms of the changespeed planetary gearing division andits control means 70f a trion carrying the invention, with the lower half of the housing in full while the upper half shows a central -vertical section -of I fi wh h hrou h this dim r; of the,i'o n mechanism. I

Fig. 11.1.18 fr mar; vertical sectional view clutch member E, and a lo u'dinally shiftable selector gear 291s 'splined to, and incarriedrelation on, the shiftable clutch member-E,

A countershaft input gear '30 is in constant mesh with. a drive pinion n that is rotatable with the clutch shaft C. A forward gear drive "pinion fl and a reverse drive pinion 83/ complete the gear forms of the countershaft P, while a reverse idler gear 34, is in constant mesh with the reverse drive pinion It and is mounted parallel to the countershaftiP and is adapted to be selectively engaed by the driven selector gear II,

as an alternative'of the latter being selectiv'ely positioned, a'sshown in neutral, or engaged with the forward gear drive pinion II.

Afterward main tron bearing" four--- nals the clutch shaft 0 in the front wall II of the tron case l2, while a' spindle'fl' supports the counter-shaft gear :cluster. P rotatable thereon. i Y

A series of external clutch Jaws it and seed-- .1 6nd series of like clutch laws It are formed in longitudinally spaced relation on a driving extensionof the clutch shaft C. a

An internal gear element 49 of the planetary gear unit F has a hub 4| having external splines or elongated clutch ja'ws 41a and vghich hub 4! is mounted rotatable on a bushing 42 that has internal splines-mated with the corresponding external splines in the periphery of the driven fshaft D. so that the bushing 42 is rotatable with the shaft D. I

A sun reaction gear 43 having an integral sleeve portion 44 is mounted rotatable on the t driven shaft D, while a planet pinion 45 meshing with each the internal or annulus gear 40 and the sun 43 is supported rotatable on an output planet carrier 46 which is splined 'or keyed rtatable with the driven shaft 1).

A member 41 forms a detachable rear'endwall for the transmissioncase l2, and is preferably provided with substantially radial vanes on its inner side to serve asa continuation of the pritransmission. and accordingly the retrograde speed of the sunAt and impeller 49 are increased. This provides a simple form for preventing circulation in the hydraulic unit G while the vehicle is desired to stand at rest but established in gear,

and precludes creeping tendency of the drive planetcarrier 4E. The slots 63am adapted .to receive the engaging clutch element 60 thereby constituting the driven or engageable clutch eleinent or member of the automatic clutch M. In

' liig. 3 a spring .64 is illustrated for utging the mary stator blades or vanes 68. By this construction the stationary stator element of the'turbine,

. ring type, hydraulic unit G occupies more than half of the working fluid circuit and provides improvement ifi several important respects.

A shell 49,. provided with substantially radial blades 50., is secured rotatable with the cam 5| of an annulus 52 of the one-way or dverrunning device H, while the sleeve portion 44 of the sun '43 terminates drivingly in the form of a concentric hub 53 engaging the one-way wedging rollers- 54 of the overrunnin-g device H. The driven annulus 52, together with the shell 49 andv the latterls engaging clutch element or centrifugal weight 60 of the clutch M into a retracted or disengaged position. I r

A longitudinally shiftable engaging clutch member 65 of the second clutch unit N is ratchet jawed at 61 in its rearward face to engage corresponding forms 66 provided on the rotatively independently mounted member 6| that carries the engaging clutch element 60 of the first automatic 'clutch unit M. The engageable clutch parts 86 and their carrier member 6| thereby form the defined 49; Preferably an annular inner .wall 55' I between the seg-' fluid passage of the impeller 49 and through the .aforesaid gap a valve-K of cylindrical form is fitted and. provided. with a retractive spring 56 a and centrifugal weights 58 the latter togglelinked between the impeller shell 49 and a Wrist pin 59 driven clutch element of the second clutch unit N. Accordingly, the two independently engageable and disengageable clutch units M and N are compounded in tandem series and their simultaneous engaged conditions are required to connect or lock the elements of the planetary gear unit F to rotate as a unit..

The shiftable' engaging clutch element 65 of the second clutch unit N will .be seen to have internal splines engaging the external splines 41a on the'hub 4|. of the internal gear 40. A groove 68 is provided in the periphery of the shiftable clutch element 65, and the bifurcated ends of a clutch element 65 to and fro.

to extend into connection with means under control of the operator to actuate same. that the clutch element 65 will normally be continuously urge'drearwardly, tending to normally occupy an engaged position a fulcrum end 69a that is mounted in a forward. lip of the valveK,

l and the links joined by a pin 51. By this arrangement the spring 56 isadapted to urge the valve K rearward to rest inthe position in which "it is shown until the rotati've speed of the impeller K is suilicient to induce the weights 59 to overrule the spring 56 and actuate the'valve K forwardly. In its closed state retracted by the spring 56 the single valve K is seen to rest in a position overlapping the inner wall 55 pf the imence gradually'as the driving input speed to the is formed on the crank 69 and to which a counteracting spring H is fastened. Being'fastened at its opposite end to a lug I2 of the transmission case, the spring H is normally effective to constantly energize the crank 69 to in turn urge the clutch element 65. rearwardly into an. engaged position. To actuate the crank III in an opposite an engaged position.

Preferably, the iawsjS and 61 are formed to preclude engageme t of the parts 61 with the parts. 66 while the f rmer are being rotated at a greater speed than the latter in the direction corresponding to forward drive through the To the end suitably formed with its surface, for bearing under centrifugal force within the bore of the drum 62, cut at a tangent relative to the latter.

Operation of the transmission illustrated "b Fifl. 1

Assuming the driven shaft D to be at rest as under restraint of the vehicle standing at rest, this engine speed driven rotation of the internal gear 40 will reflect in rotation of the planet pinber E, engaged clutch jaws 28 and Ma and the 1 internal gear and clutch member-.65 and engaged member 6i and the carried clutch part 60.

ion 45, and accordingly the sun 43 will be rotated at greater speed than the internal gear 40 but relatively in a retrograde direction. This retrograde rotation ofthe sun 43 exerts itself 3 through the one-way device H to the pump impeller 49, and as long as the engine is maintained rotating below a predetermined idling peak speed the springs 56 will hold the valve K in its closed position as shown, whereby the hydraulic or working fluid brake unit G will be in neutral or a no-brake rendering state.

Desiring to initiate propulsion of the vehicle, the operator will accelerate the engine with the result that the retrograde speed of the sun gear 43 and impeller 49 will be increased. Responsively the weights 68 will overcome the spring 58 and actuate the valve K in an opening-movement forwardly, with the result that the fluid between the vanes or segments 50 in the annular passage of the pump impeller 49 between its outer shell and its inner wall will move under centrifugal force rejecting from the impeller 49 through the gap opened by the forwardly moving valve K and into the primary vane section 48 of the stator. The reaction, provided by the stator vanes 48, to the circulation of the working fluid rejecting ,from the impeller vanes 50, will develop-reactance against the sun gear-43 rotating retrograde freely with a factor increasing in force with increasing speed of the sun 43 and impeller 49, until the reactance factor balancesthe torque present in the sun 43, whereupon the slip speed of the impeller 49, relative to the stationary stator blades 48, will become constant with a constant torque factor sustained in the sun gear 43.

Hence the resistance gives an infinitely variable yielding retrograde speed-up to a balance in the planetary gear unit F willxdepend for driving ratio upon the degree or ratio of retrograde rotation'yieldingly incurring in the hydraulic brake unit G, which is variable with the driving torque input to the planetary unit F and the reflection of same in the sun 43.

At any point of speed attainment inthe vehicle acceleration, a lessening of the input power and torque 'to tne planetary gear unit F will obtain an increasing driving speed ratio therein to the driven shaft D and the ioad'because of the corresponding lessening of the slip ratio of the impeller 49.

When a vehicle speed is attained where torquemultiplication in the planetary gear unit F is no longer required, the operator will momentarily shut off the power to obtain a temporary reduction in the speed'of the engine and the members 40, and Si, relative to the member 62, until the centrifugal engaging clutch elements 6| becomes operated in substantial synchronism and comes into radial alignment with a slot 03 of the driven clutch element 82, whereupon the engaging clutch member '60 will centrifugally move into the slot 63. The result being the interlock-' ing of the member 4l and the driven shaft D and incidentally the connection of the elements of the planetary gear unit? to rotate as a unit.

Hence upon a temporary reduction in the speed of the drive shaft B, or in the speed of the member 4! relative to the shaft D, the clutch M will adapted to come to rest during direct drive.

* drive,'the operator may cause the crank 81 to point of the reaction and the impelling torq in the momentum of the'working fluid circuit be reached. Having reached the stall point.

under full power the vehicle would thereafterbe accelerated as a constant with enablement of v the engine to increase its speed accelerating thevehicle. It will be seen that the speed reduction be actuated so as toforce the clutch member '85 out of its normally engaged position with the member 6i. Thisreopens the planetary gear unit F for gear function over an engaged condition of the clutch M, thus providing a kick-down direct drive retrieving the under-gear drive.

'Automdtic reestablishment of direct drive from abnormally established under-gear drive To reestablish direct drive from a kicked-dow'n disestablishment of same, the operator will repeat the operation of temporarily shutting off the power, whereupon the members it and ii will reach substantial synchronism, as a result of the relative to the driven clutch member 6| of the clutch unit N and the driven shaft D, andthe member 66 will be automatically actuated into engaged" position with the clutch member I under the influence of the spring II.-

Selective constant ratio positive forward under gear I At any time a positive forward under-gear ratio is desired which will maintain a constant ratio until optionally disestablished, the operatormay release the master clutch A and shift the clutch member E,- from the position in which it is shown, forwardly until the jaws 21 are in neutral with respect ,tojaws 88 and SI and the jaws 28 are taken out of engagement with the jaws Ma and e aged with the jaws II, and

with the gear 82. In this. manner the drive becomes positively connected -from the crank shaft I4 through the clutch A to the shaft 0, to the gear 8|, to the gear 88, through the countershaft-P'to the gear 82, to the gear 28,.and through the members E and 25 to the driven shaft D. e

Selective constant ratio positive reverse year To establish the transmission in reverse, the clutch member E will be positioned in neutral with respect to the clutch Jaws 88, 88 and 4 Ia and engaged withrespect to the jaws 28 with 28, and thereupon the selector gear 28. will be shifted rearwardly into mesh with the reverse idler gear 8|. This establishes the crank shaft I4 in positive connection through the master clutch A, to the shaft 0, to the gear 8|, to the.

- gear 88, through the countershaft P to the gear 88, to the reversing gear 84, to the driven gear 28 and thence through the members E and 25 to the driven shaft D. g

Selective constant ratio direct drive This may be accomplished by positioning the gear 28 in neutral with respect to gears 82 and 84, and by positioning the clutch member E in its extreme forward position so that its clutch jaws 21 engage the Jaws 88 while its laws 28 engage the jaws 28. The drive from the crank shaft I4 is now via the master clutch A, shaft (9.

engaged jaws 21 and 88, the member E, and the connection of the latter rotatable with the driven shaft D by the engaging jaws 28 with 28.

In neutral This may be accomplished by positioning the gear 28 in neutral with respect to either of the gears 82 and 84;, and by positioning the clutch member E so that its jaws21 engage neither the Jaws 88 or 88fand its laws 28 engaging neither the jaws for the Jaws 26.

transmission as illustrated in Fig. 5

This is a modifled form of transmission meching fluid or operating fluid connection to establish the reactance for gear function in the gear unit FI, and the overrunning device HI, are

substantially identical with those components -disclosed in- Fig. 1. An exception being the omission of thevalve K illustrated in Fig. 1 to' control the circulation of the working fluid of the hydraulic unit G.

In this modified oi. transmission, carrying the aforesaid certain improved features of the invention, the compounded independent clutching units M and N, as illustrated in Fig. l, are substituted by compounded independently engageable and disengageable brake or reactance I establishing units Q and Rpand whose simultaneous brake acting engagements are required to automatically establish theforward speeds planetary gear unit Fl in'positive and constant. ratio gear drive supplantively over the infinitely variable ratio gear drive as-would ensue from 2,341,812 i I 5 thereupon shift the selector gear 28 into mesh solely the hydraulic unit G and one-way device -HI providing. the reactance or brake function to the sun gear 48a: 7

In other words, in this modified construction, I

5 the automatic step-flip in driving. speed ratio amounts to establishing the planetary gear unit Fl in 'pdsitive gear, as compared to overrunning gear obtaining reactance slip in'the unit GI.

' A collar 8| is mounted for free rotation. A

10 longitudinally shiftable collar 88 is internally splined as indicated at 84 to external splines 88;

of the collar 8|. The shiftable collar or selective brake member 88 has ratchet serving ndentations 88 in its periphery, and one of which ratchet indentations at a time is adapted to receive a pawl 81 that is mounted. reciprocal in as boxing 88. which latter in turn is secured to the transmission case lza. While a spring 88 oper-, ates to constantly urge the pawl 81 into an. engaged position in the ratchet collar 8|, and an electro-magnet U is provided for withdrawing the pawl 81 from an engaged relation with the ratchet collar 88; In this manner the latter is adapted to be normally locked to the transmission case Ho, and is adapted to be released to overrun at will by supplying the current to the magnet U. The reachet collar 88 is adapted to be automatically reengaged by the pawl 81, un-' der the. influence of the spring 88, upon the pawl and ratchet elements 81 and 88 .being operated in substantial synchronism. 4

Augmenting the pawl and ratchet elements 88 and 81 of the independently engageable and disengageable positive brake unit B. is the sec- 0nd independently engageable and disengageable positive brake unit Q, whose longitudinally shiftable member 88 issplined rotatable with the sleeveextension 44a of thesun gear'48a and which member 88 has axially engageable laws 40 88 for engagement with corrosponding laws 81 formed on the intermediarypollar 8|. A spring I 85 tends to normally constantly ur e the member out of an engaged position with the member 8|, while a centrifugal weight I88, operating through an anti-friction thrust bearing IN. is adapted toactuate the member 88 into an engaged. position with the member 8|, when the.

when the members-N88 and 8| are operated in substantial synchronism permitting said engagement.

' To the end, that the brake connections through the compounded units Q and R may be selectively stablished giving a permanent and positive tli'esplines 84 of the optionally shiftable s eeve 88.. are formed on the clutch member 88, so that shifting the member 88 forwardly effects an enagement of its splines 84 with the clutch teeth I 88, and thereby establishes a positive connection between the sun gear 43a and the transmission case In, as long as the pawl 811s not from its engagement with the ratchet indentation 85, via the members 88; engaging teeth 84 with |88fmember 88, and pawl 81, whether or not the member 88' is engagedwith the member 8|. A groove I81 is formed in the periphery of the verse shaft I88 for the actuation of the member 88. 1 Looking to the front or the transmission, the

flake action. clutch teeth, I88, corresnondi g to withdrawn member 88 to receive the bifurcated ends of a Y crank I88, and which latter is secured to a trans- I n01 shaft as.

6 clutch shaft Cl is seen to have the teethlta exa, .s 41, e1'a In the automatic change speedl se, the kick-' tended in length, as compared to the teeth as T as of Fig. l, and serving as the sun gear teeth for the auxiliary planetary orepicyclic train S. A.

planet pinion l3 meshes with each the sun drive gear teeth 39a,and the continuation of the intemal gear wand is rotatablysupported by a carrier 14 which is mounted rotatable on a'bushing 15, which latter in turn is splined to the sun teeth 39a of the clutch shaft Cl.

An extension n of the planet earner Ills-in t l-many splinedflto carry shii'table clutch or brake member Tthat is correspondingly. externally splined to be rotatable-with, but longitudinally shiftable relative to, the carrier H. and its extension {16. Internal clutch teeth I1 and I8, of diilerent seriesdiameters, are formed in the member T. the teeth 11- to engage the sun teeth 39a, while the teeth It to alternately be en- 888611 with stationary teeth 19 that are secured returned to the-hydraulic u'nitGl.

down positivegear ratioof this on design is accomplished by'supplying the current to the, magnet or. solenoid U which thereupon. is

adapted to actuate. the pawl "out a: its'engaged This enposition with the ratchet member OI. ables the centrifugally actuated clutch unit Q to remain 'engaged while the. reactance function is To automatically'reestablishs parate gear ratio, the speed of the engine, andin-turnthe speed of the internal gear element Illa, is

" temporarily reduced relative to .thedriven. shaft v to the front wall 36a of the ion l2a;

Agroove 80 is formed in the periphery of. the member T to receive ashifter pin 82 that .is extended operatively through an opening 83 formed therefor in the carrier. sleeve II, and which pin 82 is secured to a shiftable collar 8 I' that is mount 'edto slide longitudinally with respect to the ne'- riphery on the carrier 18. A srbove is formed in the collar M to receive the bifurcated ends of a crank 85 which is secured to a transverse con- Automatic chance speed operation or transmission illustrated in! Fig; 5

To preselect this lee-dined form of the disclosed embodiment of the invention for automatic This maybe accomplished by-shifting the member '1- into an extreme forward. position in changejspeed operation, .the shiftable clutch member T is positioned as shown and in which the clutch teeth 11 engage the sunteeth 39a operate to lock the planet carrier 14 and'in turn the. internal gear 40a rotatable with the clutch shaft 0 I. This couples the internal gear 40a for input D2, whereupon the ratchet member 80 is caused to reach'substantial synchronisni with the pawl 81, whereupon the latter is actuated to r tnsage. the ratchet member 99 under the influence of the l rinsji. thus reestablishing the. positive and tie. Shifting the ratchet member 90 forwardly toengagementwith the teeth l lll tmted w o. 5 I

which the teeth "will be, disengagedv from the .sun drive gear teeth "a; andinstead. the teeth 18 engaged with the stationary teeth. 19. This locks the planet carrier 14 to' the transmission case I20, with the result that the internal gear 1 40a is rotated in'reverse from clutch .shaftCl and its sun driving gear teeth 39a.. '1'he-shifter crank 108 is adapted to'be actuated in unison with the-shifter crank 85,.whe'n the latter is,

. actuated to shift the clutch T for reverse selecto the planetary gear unit Fl from-the powersource directly. In turn, an idling speed of the power source effects a rotatlvely retrograde idling speed of the sun gear 43a and also the impeller areversing function in: conjugation with that. function .in', and under drive from the reverse tion, so that the ratchet member 90 will become enga ed with. the member-3st and-in turn the sun clocked to thetransmiss'ion "case Ila via the pawl .81 to obtain. positive reactance for the sun-43a; so as to establish the gear train F-l for 19a of the hydraulic brake unit GI through the one-way device HI. Desiring-to start the vehicle, y the engine is accelerated resulting in the retrothe driven shaft Dl .--in reverse. I It will be seen thatthe multiplicity of indeoutput of tne pl netat'y-seer-umt s, toidri've grade speed of the impeller 490 being increased 5 Dendenfly e ageablc an d se sasea le 18- to an R. P. M. at which the-working fluid in the casing of the unit GI initiates its braking action.

on the impeller a and in turn through the device HI to the sun gear a. The planetarysear 68 normally establishing the gear unit!!! in 'posiv tive gear and the unit R to kick-'down the posi s tive gear to free-wheeling gear under'reactanoe control of the hydraulic brake unit GI, and-the I unit It to automatically reestablish the. gear,

unit Fl thereupon becomes reactance constrained todrivethe driven shaft DI. 1

Atany subsequent time that-it isdesired o step-upmdriving speed to the constant normal,

ratio of the gear function of the planetaiw unit V A 3 unit Fl inqpositive gear from a kicked-down I Fl, the power will be momentariLv shut'oil to jobtain a temporary reduction in the speed oi' the* internal gear Ella or clutch or drive shaft Cl rela tive to the driven shaft Di. whereupon member '90 is adapted to reach substantial synchroa the member 98, the latter engaged'with the member al, the latter splin'ed to the ratchet 8 0 and the "latter engaged by the pawl 81. Thereafter,

the hydraulic unit GI is cut out, the pump impeller'lfla being ov errun by'the sun gear by virtue otthe overrunningdevice Hi.

" either of the brake uni terns of parts Qand R, shown in Fig.. 5 are for establishing the positive drive through the planetary gear unit El, and to represent compounded brake units in tandem series. The vunit Q for" condition. 'WJE the comparable multiplicity I of independentlyengageable anddisengageabie 4 systems of parts M and N. shown-in rig. -1 are for establishing the positive drive through the gear u'nit F, represent'compounded clutch units in tandem. he unit M for normally automat-.. icallyestablishing. the positive drive and the unit N' toArick-down the'pclltive drive to free wheelinggear under reactance control of the hydraulic brakeu'nit G; the unit N-to automaticallyreestablish' the positive drive ironia;

kicked down-.condition.- 'The't'wo members of Qand, R. illustrated ,in Fig. 5,0! of either 0 theq'elutchunits-M and a N, as illustrated-lung. 1. preferably adapted to to engage only when operated in substantial synchronism..

unit illustrated in Fig. 9

The internal input gear 40b is disclosed to be driven through the shiftable clutch member E2 of amanually controlled transmission, like that illustrated in Fig. 1, and substantially the same forms of hydraulic unit g2 and one-way device H2 are shown for automatically establishing one-way reactance to the sun 43b, with the centrifugally operable clut ch-unit M2 carried and compounded in tandem series with a normally spring or yieldingly engaged friction clutch unit N2. The simultaneous functions of units M2 and N2 being required to establish the positive drive directly through the gear unit F2 in the manner of connecting the elements of the latter to rotate as a unit.

A differential in Fig. 9 lies in an annulus ring ,or engageable thrust bearing block In being carried on a sleeve or hub IIB of a cone presser clutch member H3 that is normally energized by a spring H5 to engage an intermediate clutch 1 normally the sun gear 430 and the driven shaft D3 are clutched-to rotate as a unit in either direction, and incidentally the elements of the gear unit F3 are connected to rotate as a unit.

Clutch releas eflngers I25 are arranged coop-' erative with the presser plate I2I, so thatactuating the throw-but bearing I2? forwardly is 3 adapted to engage andoperate the fingers I25 forwardly at their inner ends and in turn remember I I4,- which latter in turn is rotatable with the carrier member -6Ib of the clutch unit M2, and'whereby in turn the intermediate clutch cone H3 is normally packed against the bottom pressure cone'clutch member I I I. engaging throw-out bearing H8 is provided in the form of an annular ring I I8 that is adapted to be. optionally thrust rearwardly to force the embodiment of parts III and H3. rearwardly to release or to open the clutch unit N2. This form of the clutch unit N2 lends to being disengaged orre engaged under constant-torque conditions, and

wise the automatic change speed unit illustrated mediately spring reengaged.

tract the .presser plate-IZI rearwardly whereby to'release or open the clutch W. To release the bearing i2? is'to allow the clutch W Modified 3m of the variable forwardspeed planetary .gearunz't and its control as illustrated in Fig. 11 W Thegear unit-F4 is arranged to the. rear -,of

the hydraulic brake or automatic working fluid unitjyt that is adapted to establish-the reactance to. the sun 43d in one direction through the medium of the overrunning'device H4, while a. normally but yieldingly engaged clutch unit a flange I29, and a tubular shaft I3I. It is through'this continuity, of fixedly -connected parts I 28," I30 and I29 that-the reactance effects of the hydraulic brake unit G4 via the overrunning device H4 reachjthe sun 4311 with one-way reactance'. And it is through thiscontinuity of fixedly connected parts .I3I, I29, I30 and I28 that the'drive of the clutch unit we is rotatable with the sun 43d. p

In this fOl'IIl-yiih presser plate I9d of the master clutch A4 is adapted to serve as the bottom presby Fig. 9, constitutes substantially' the same combination and arrangement and gives the.-

same general performance as that illustrated in Fig. 1.

' clutch comprise the second or sub-presser plate I34 for packing the second driven clutch disk Modified form of the rear change speed unit illustrated in Fig. 10

The centrifugally operable clutch-unit 1v; is omitted, and in the plae of the kick-down clutch unit N, both as-shown in Fig. l, anormally engaged but optionally disengageable disk type friction clutch unit W is illustrated for normally connecting the elements. of the gear unit F3 to rotate as a unit. While the hydraulic unit 93 is retained and is adapted .to operate through the overrunning device H3 to establish one-way reactance to the sun 43c, but only'in the event the clutch unit W is forced out of engagement. drive is through the planetary gear unit F3 di? rectly between the clutc' driven shaft' D3, so tha the reduction, in the gear unit F3 is optional.

In this modification the sleeve shaft extension of the sun gear 43c carries a clutch disk I24 rotatable. therewith. While a bottom pressure clutch plate I20 is secured to the driven.

tuted of parts I2II and. H9, and a spring T23.

This provides that the normal member E3 andthe sure plate for the clutch unit .w4,. so that the.

flywheel serves asthe' base bottom pressure plate forboth clutchunits W4 and A I. The simple-- menting parts of this combined two-speed master I32 against the plateI-9d; separate springs I31,

compressed between the shell I Id and the second" Whereby to actuatethe clutch release fingers 21d is to first' retract the sub-presser plate I34 rearwardly into abutment with the ring 38 and to which point the retraction of the plate I 34 will normally establishes the positive drive'througn the planetary gear unit F4,.but directly iri as- 'sociation with. the flywheel, which infers that a have released only the second driven clutch disk I32,"thus" openingtheclutch unit W4 withoutmolesting the engaged clutch unit A4. Whileto progressively actuate the fingers 2 ldafu'rther is to thereupon cause the first presser'plate I134, operating through its abutment with the ring I35. to take the presser, plate I 901 rearwardlyand thereby also release the first driven clutch-disk- 1611. This combined multi-master' clutch system in the engine flywheel is therefore normally com 'pletely engaged and optionally two-stage progressively disengageable with respect to the separate clutching units W4 and A4. As in the form i1lus-- trated in Fig. 10, this form illustrated in Fig. 11

to be'immanually controlled change speed unit like that illustrated at the front in Figs. 1 and 5, would be positioned at therear ifvthe planetary gear unit Fl.

Thus-it will be seen that I have provided a flexible change speed power transmission and control means therefor whose fundamental coordinate is capable of a wide range of variance with respect to detail construction and arrangements and carrying the numerous improved features of the invention.

It will be understood that the invention will yield to a still wider range of variance with respect tochainge in the forms and arrangement and combinations of detail in the differentquar v ters of the general constructionthan those illustrated. l I claim: l 1. In a power transmission, the combination: of a drive shaft; a driven shaft; transmission mechanism including a planetary gear set for connecting said drive shaft to said driven shaft. said planetary gear set including an internal input gear element and a sun reactiongear ele- 'ment .and an output ,planetwarrier driving said driven shaft and whose carried planet pinion is meshed with each said sun and sun" gears, said ransmission mechanism including a manually controlled selective gear unit disposed drivingly ahead of said planetary gear set and shift selectively establishable to drive said driven shafttive gear unit; a stationary member; and reactance means'between said sun gear and said stationary member including a turbine ring type hydraulic device for establishing said reactance ineluding a pump impeller element connected to circumference, together with a cylindrical mein ber operable as a valve axially movable to close and to open said full circumference of the annulus rejecting area of the impeller element, and means for automatically actuating said valve ax? ially in opposite directions respectively to close and to open said annulus rejecting area of the impeller, whereby said impeller rotating below a predetermined speed said valve will occupy a closed position and whereby said impeller being accelerated above said predetermined speed of rotation said valve will be opened gradually in accordance with the increasing speed of--the impeller.

4. The mechanism set forth in claim 1, and

wherein said connection which is adapted to rotate said impeller of the hydraulic brake device from said sun includes an overrunning device whereby theentire complement of said hydraulic brake device is enabled to come to rest conditionally upon said sun reaction gear element rotating forwardly.

5. The mechanism set forth in claim 1, and

I wherein said connection which is adapted to robe rotated from said sun gear at least in a retro;-

grade direction with said sun relative to forward notation of said internal input gear' element,

and means for resisting turning of said impeller operating against said stationary member at least in said retrograde direction including a stator element of said turbine ring type hydraulic device.

2. The mechanism set forth in claim 1, wherein said manually controlled selective gear unit includes means shiftable into one selection to establish the drive aforesaid between said selective gear'unit and said driven shaft drivingly through said planetary gear set, said means shiftable out of said one selection and selectively into one of two other positions respectively to establish two-way forward reduction gear, or two-way reversing gear through said selective gear unit a to said driven shaft independent of said planetary gear unit and to incidentally establish the latterin neutral, and whereby in either said selected,

forward or reversing gear drives through said selective gear unit j and conditionally upon said master clutch being left engaged, two-way gear drive will be in effect between" said drive and driven shafts whether or-not either of said shafts are at rest or rotating.

wherein the annular passage of the impeller terminates as an annulus rejecting area for its full tate said impeller of the hydraulic brake device from said sun reaction gear includes an overrunning device whereby said sun is facilitated to' rotate forwardly so as to overrun said impeller and the entire complement of said hydraulic brake device, together with means for automatically establishing at least a division of said planetary gear set including said sun reaction gear element a wholly revolving forward rotating unit that is operable when certain conditions are attained in the mechanism.

' 6. The mechanism 'set forth inclaim 1, together with an overrunning device in series in the brake train including said hydraulic brake device whereby the retrograde brake acting connections on said sun reaction gear through said hydraulic brake device are complemented to permit said sun gear to rotate forwardly overrunning out of brake restraint; an automatic speed responsive clutch mechanism to establish the elements of at least a division of said planetary gear set including said sun reaction gear element connected to rotate forwardly as a wholly revolving unit opera able upon a-temporary reduction in the speed of said drive shaft relative to said driven shaft; and a system oflengageable and disengageable parts whoseengaged condition depended upon by said automatic speed responsive clutch to effect said connection of said elements of said planetary gearsetfito rotateaforesaid as a wholly revolving unit, said parts adapted engageable only when operated in substantial synchronism,

with means continuously but ylelding'ly urging the engaging element of said parts into an engaged position, and means employable at the option of the operator operable to actuate said engaging element of said parts out of said engaged position, all whereby, subsequent to establisl ment of said elements of said planetary gear set to rotate aforesaid as a wholly revolving unit, disengaging of said .parts to abnormally return said elements of said planetary gear set to a condition for gear function in connection'with said hydraulic brake device over said automatic speed responsiveclutch retained engaged, and forming mechanism,, from an abnormally obtained return of said elements of said planetary gear set toa condition for gear function in connection with said hydraulic brake device aforesaid retaining said automatic speed responsive clutch engaged, to automatically reestablish said elements of said planetary gear set connected to.

rotate as said wholly revolving unitv by reengagement of said parts, and to that end the latter forming parts adapted to engage only when operated in substantial synchronism so that their reengagement is attainable upon a temporary reduction in the speed of the drive shaft relative to the driven shaft.

7. In a power transmission, the combination: of a drive shaft; a driven shaft; a speed-reducing torque-multiplying gear train; a one-way device in series with said gear train to free-wheel the latter; a turbine ring type hydraulic device whose working fluid connection is adapted to establish the drive between said drive and driven shaft drivingly through said gear train for reducing the speed and multiplying'the torque; and a pair of positive type clutches compounded in tandem.

series, the engaging member of one of said pair being urged into an engaged position and promember of said one clutch unit out of said envided with means employable at the option of the operator and operable to actuate said member out of said engaged position, the engaging 'member 'of the other of said pair being spring urged out of an engaged position and centrifu gally operative into said engaged position, the two clutch members of either of said pair adapted to engage only when operated in substantial synchronism, either one or both of said pair of clutches being operable at a time upon a temporary reduction in the speed of the drive shaft relative to the driven shaft to attain said substantial synchronism of said clutch members, and the compound connections of said pair of clutches being adapted to establish the drive between said shafts directly.

8. In a mechanism for coupling a drive shaft to a driven shaft in either of different speed ratios of drive, the combination: of an operating fluid connection to establish a ratio of drive between said shafts indirectly; a subsequently operable automatic clutch unit to establish a faster speed ratio of drive between said shafts, said clutch unit having two clutch members adapted to engage only when operated in substantial synchronism, another clutchunit whose clutching function is depended upon by said faster speed establishing clutch unit to accomplish said establishment, the two clutch members of said other clutch unit adapted to engage only when operated in substantial synchronism; means normally yieldingly urging the engaging member of said other clutch unit into an engaged position; means employable at the option of the operator operable to actuate said engaging member of said other clutch unit out of said engaged position; and means including an overrunning' device for enabling, upon a temporary reduction in the speed of the drive shaft relative to the driven shaft,

. ently engageable and disengageable clutch units compounded in series so that either'one comin into an engaged condition cumulatively over an engaged condition of the other is adapted to establish the elements of said gear train to rotate as a unit, the twov clutch members of either of said pair of clutch units adapted to engage only gaged position.

10. In a mechanism including planetary gearing to couple a drive member to drive a driven member in either of diiferent speed ratios, the combination: of means providing an operating fluid connection to complete the connection for reactance to establish gear function in said planetary gearing operable upon suflicient speed of reaction rotation being imparted thereto to establish the drive between said drive and driven members in the first speed ratio, said reactance connections including an overrunning device permitting reduction in the speed of the drive mem ber relative to the driven member; an automatic speed responsive clutch mechanism adapted to establish a faster speed ratio between said drive and drivenrmembers operable upon a temporary reduction in the speed of the drive member relative to the driven member; and means under control of the operator operable to kick-down said faster speed ratio at will and forming automatic means to reestablish said faster speed ratio operable upon a repeated temporary reduction in the speed of the drive member relative to the driven member. a

11. In a power transmission, the combination: of an internal drive gear; a sun reaction gear: an output planet carrier whose carried planet pinion is meshed with each said sun and internal gears; a reactance train for said sun gear including a mechanical one-way reactance connection and an operating fluid connection in tandem therewith adapted to cause said operating fluid connection to complete the reactance connections through the medium of said one-way device for said sun gear in one direction while permitting overrunning of at least a section of said reactance train with said sun gear in the 3 other direction so that said operating fluid connection is without complementary connections to restrain said overrunning, a clutch unit to establish said elements of the planetary gear unit to rotate as a unit, means to cause said clutch unit normally to be rendered inoperative, and means for automatically accomplishing clutching action on the part of said clutch'unit operable when certain conditions are attained in the mechanism.

12. The mechanism set forth in claim 11, to-

.out of said engaged condition, said second clutch unit being compounded with said first clutch unit whereby the latter depends upon an engaged condition of said second clutch to establish said elements of the planetary gear unit to rotate as a unit.

13. Th mechanism set forth in claim 11. to-

gether with a second clutch unit compounded with said first clutch unit whereby the latter depends upon an engaged condition of said second clutch unit-to establish said elements of the planetary gear unit to rotate as a unit, and alternately operating means under control of the operator adapted to accomplish disengagement and engagement of said second clutch unit.

14. In a mechanism for coupling a drive shaft to drive a driven shaft in either of different speed ratios, the combination: of a turbine ring type hydraulic means providing an operating fluid connection having a pump impeller element conand disengageable members forming two systems of engageable and disengageable members com plementing said mechanism whereby their concurrent engagements are required to establish agiven faster speedratio of drive between said drive and driven members so as to eliminate said operating fluid connection from the elements contributing to establishment of said faster speed ratio, the first system of said engageable and disengageable members forming means adapted to disestablish said faster speed ratio and 'establish a slower speed ratio in dependency upon' cooperation of said operating fluid connection; means for automatically actuating the enga in member of said second system of members into an engaged condition operable when certain conditions are attained in the mechanism; and means employable at the option of the operator operable to actuate the engaging member of said first sys-,

tem of members out of an engaged position.

15. The mechanism set forth in claim 14, wherein said first system of engageable'hnd disengageable members are adapted to engage only when operated in substantial synchronism;

means to insure a disengagedcondition of said.

first system of, members by preventing substantial synchronism therebetween as, long as the torque is maintained driving, the load through said mechanism; means including an overrunvice is to complete the connection for preventing said sun gear rotating at least retrograde beyond a certain speed under conditions of a given torque-value manifesting in said sun gear.

17. The mechanism set forth in claim 16, together with a centrifugally operated valve of c!- lindricalform coaxial with, and movable into and out of oneposition in which said cylinder encompasses and closes the entire exepelling circumference of the annular fluid passage of said pump impeller, means automatic to retract said valve into said one position coincident with said impeller rotating below a predetermined Spee and the centrifugal operating means for said valve being adaptedto actuate said valve out of said one position to open said expelling circumference of the annular fluid passage of said pinnp impeller gradually in accordance with increasing ning device in series in said mechanism for permitting a reduction in the speed of the drive speed of rotation of said impeller above said predetermined speed.

18. In a power transmission, the combination: of a drive shaft; a driven shaft; variable change speed transmission mechanism for coupling said drive shaft to drive said driven shaft including mechanical speed altering gearing, a turbine ring type hydraulic device to establish the initial drive between said shafts in a slow speed ratio indi- 'rectly through gear function in said mechanical gearing, said device including a pump impeller element connected to be rotated from said drive shaft and means complementing the annular passage of said impeller to form a casing for the workingfluid of said device to attain an operating circuit of circulation under centrifugal impetus received by said fluid in said impeller, valve means having a. cylindrical form coaxial with. and longitudinally reciprocal into and out of a position in which said cylindrical form will encompass and close substantiallythe full circumference of the annular fluid passage of said impeller element at least at a given rejecting diameter of its varied portion, means for actuating said valve means into and out of said encompassing position, a clutch adapted to establish a faster speed ratio of drive between said shafts, and means for actuating saidclutch either into shaft including a planetary gear unit having a shaft relative to the driven shaft in spite of an.

engaged condition of said second system of members, and the last said means operable upon a' temporary reduction in the speed of the drive shaft relative to the driven shaft to bring said first system of members into said substantial synchron'ism.

16. In a mechanism for coupling a drive shaft "to drive a driven shaft, in combination, a planetary gear train havingan internal drive gear element driven from said drive shaft and a reaction gear element and an output planet car'- rier driving said driven shaft and whose carried planet pinion is meshed with each said sun and internal gears, a turbine ring type hydraulic brake comprised of,a bla'ded pump impeller and a bladed stationary member and said impeller being connected to be rotated with said sim gear at least when the latter is rotated retrograde relative'tof orward rotation of said internal gear, said combination forming transmission -mechanism between said drive anddriven shafts wherein the sole function of the turbinehydraulic de-.

sun gear element and an internal gear element and an output planet carrier directly driving said driven shaft and whose carried planet pinion is meshed with each said sun and internal seats, a turbine ring type hydraulic device including a pump impeller element in 1 to 1 cooperative connected rotatable relation with said/sun gear,

and said pump impeller being connected to be rotated from :s'aid drive shaft whereby the working fluid of said device when of sufllcient momentum is adapted to establish the initial drive between said drive and driven shafts drivlngly sole- -1y through said planetary gear unit with respect to the final drive to said driven shaft so as to obtain torque-multiplying gear functiomin said gear 2,841,512 adapted to establish a faster speed ratio of drive including a reaction element; of a stationary member; and normally open but speed responsive automatically establishable reactance between said reaction element and said stationary member including a cam and roller one-way brake connection and an operating fluid brake connec tion compounded with said cam and roller oneway brake connection such that said reaction element of said planetary gearing is enabled to free-wheel in one. direction without restraint from said stationary member and such that the sole function of either said one-way brake or said operating fluid connections is to establish reactance to mechanical gear function in said gear set.

21. The mechanism set forth in claim 20, to-

gether with an input power train to said planetary gearing; an output power train from said planetary gearing; and an automatic clutch adapted to establisha faster speed ratio of drive through said planetary gearing between said input and output trains than results when said reactance is established through said one-way and said operating fluid brake connections, said oneway brake connection forming means permitting establishment of said faster speed ratio of drive.

22. In a power transmission, in combination, a drive .shaft, 'a driven shaft, mechanism for coupling said drive shaft to drive said driven shaft in either of different speed ratios including a planetary gear unit having a sun gear element and an internal gear element and an output planet carrier, said carrier being adapted to drive said driven shaft and having a planet pinion meshed with each said sun and internal gears, a turbine ring type hydraulic device hav ing a centrifugally operable cylindrically-shaped single valve adapted to cover and uncover the fluid rejecting circumference of the annular pasi so as to establish the drive between said drive and driven shafts through torque-multiplying gear function solely in planetary gearing between said shafts, and subsequer'ijtly operable clutch mechanism in series in power transmitting relation from said drive shaft to a member of said planetarygear unit and the latters output planet carrier, one of the members of said clutch being rotatable with said internal gear, said clutch mechanism being adapted to establish a faster speed ratio of drive between said drive and driven shafts by establishing the elements of said plan- .etarygear unit as a wholly revolving unit, said clutch mechanism being operable only when certain conditions are attained in the mechanism.

23. In a power transmission, in combination, a drive shaft, a driven shaft, an epicyclic gear train having a sun gear element and an internal gear element and an output planet carrier rotatable with said driven shaft, said carrier having a planet pinion meshed with each said sun and internal gears, a turbine ring type. hydraulic coupling having a pump impeller element and a second complementary element which together form a chamber for the working fluid circuit,"said second element being adapted to take the working fluid rejected from and to recurrently return same to said pump impeller element, one of the two said elements of the hydraulic coupling being rotatable at least in one direction with the sun gear element of said epicyclic train, means connected with the other of the two said elements of the hydraulic coupling such that the working fluid connection of the latter is adapted to establish the drive between said drive and driven shafts drivingly through and to obtain speed re-' duction torque-multiplying gear function in said epicyclic gear train, and a subsequently operable speed responsively controlled clutch mechanism in input powerrelation to an element of said epicyclic train and its planet carrier, one of the clutch members of said mechanism being rotate able with said internal gear, said clutch mecha nism being adapted to establish a faster speed ratio of drive between said drive and driven shafts so' as to short-circuit the driving connection established in said epicyclic train by the operating fluid connection of said hydraulic coupling.

24. In a mechanism for coupling a drive shaft to drive a driven shaft including a turbine ring type hydraulic device including a pump impeller element and a working fluid adapted to establish the drive between said shafts at least as to one continuity of drivingconnections therebetween, in combination, a mechanical overrunning device in series in the drive to said pump impeller so that the latter is connected to be rotated in one direction from said drive shaft while otherwise subsequently completable driving connections between said shafts are enabled to overrun the connection to said hydraulic device including its pump impeller element under certain conditions.

25. In a power transmission, in combination, a drive member, a driven member for propelling the load to be driven, transmission mechanism connecting said drive and said load members including speed reducing and torque-multiplying mechanicaltype gearing, a tandem connected -mechanical overrunning device and an operating fluid connection so arranged that one directly drives the other and the compounded functions of which are adapted to establish a speed reducing and torque-multiplying drive in said mechanical-type gearing to connect said drive andload members, and an automatic clutch mechanism adapted to establish a faster speed ratio of drive between said drive and load members through said mechanical gearing, said. clutch mechanism being operable upon a temporary re-. duction in the speed of the drive member'relative to the driven member whether the drive member is rotating at low or high speed.

26. In a power transmission, in combination, a planetary gear set including an ihternal input gear element and a sun reaction gear element and an output planet carrier, having a planet pinion meshed with each said sun and internal gears, a normally but yieldingly engaged first clutch unit provided with means for disengaging same at will, a normally but yielding disengaged second clutch unit provided with means to autor matically actuate same into an engaged condition operable under certain conditions, said first and second clutch units being connected in series so that their joint engagements are required to establish said gear elements to rotate as a unit with said output planet carrier, and means including an operating fluid connection for giving reactance to said sun gear when the latter rotates at sufflcient speed, the last said means to give said reactance as an alternate to said first and second clutch units being concurrently engaged.

-27. In a powertransmission, in combination, a

planetary gear unit having an internal input gear element and a sun reaction gear element and an output planet carrier having a planet pinion meshed with each said sun and internal gears, a driven shaft adapted to be coupled to the load to be driven, said driven shaft being driven immediately from said output planet car rier, means forgiving reactance to. said sun gear including a'turbine ring type hydraulic brake coupling unit, said hydraulic coupling including a pump impeller connected to rotate at least retrograde with said sun gear relative to forward rotation of said internal gear .or planet carrier, and a stator'elemena'and said hydraulic coupling unit being entirely independent of said driven shaft save for the connections established via said sun gear and the planet pinion meshed with the latter and said planet carrier, whereby said driven shaft is free to rotate in either direction relative to any element of said .hydraulic coupling at least as long as the elements of said planetary gear unit are left non-static.

28. In a power transmission mechanism, in

- completing the connections to give reactance becombination, a drive member, a driven member,

three. independently engageable and disengage able clutch units compounded in tandem series to establish-the drive between said drive and driven members, the first .of said clutch units the mechanism, the third of said clutch units being normally yieldingly automatically engagetwo-way drive therebetween alternatively to es,-'

tablishment of the drive through gear function in said gear train.

30. In a power transmission, in combination, a stationary member including a case'housingf thereto to the loadto be. driven, a turbine ring type hydraulic connecting device adapted for tween said stationary member and said orbital element; said hydraulic connecting devicebeing comprised of a pump impeller element connected 'to be rotated by said orbital. element at least in one direction and a. varied stator element through which the operating iluidpasses in completing a circuit that includes passage through said pump .impeller, said stator forming substantially the full re'an annular passageof a-ca'singlcompl'emented at the front by said pump impeller so that the two are adapted to contain the operating I fluid whichis'adapted to give the hydraulic brake connection, and said stator element-forming a.

through immediately impeller element. r

31. In a -power transmission, in combination, a

recurrently to the pump .drive shaft, a clutch 'shaft' in axialalignment with said drive shaft; master clutching means ,automaticly engageable but disengageabl'eat will,

said clutching means operable directly between said drive and clutch shafts, a 'driven shaft in axial alignment with said clutch shaft, autoable only when its two clutch members are op-' erated in substantial synchronism, said third clutch being provided with means employablel by the operator to effect its disengagement at will, said third clutch unit being adapted to kickdown the drive established by the concurrent operations of said three clutch units while leaving the other two clutch units in an engaged condia drive shaft, a driven shaft, a slow speed gear train connected to be driven from the drive shaft and having a free-wheeling gear element, an

operating fluid connection having a pump peller element driven in'one direction by said free-wheeling gear element, said operating fluid connection being adapted to establish the drive between said drive and driven shafts at said slow speed ratio drivingly through the gear function of said gear train, said operating fluid connection being enabled by said free-wheeling gear element to beloverrun upon the succeeding establishment of the drive between said shafts directly, and means for establishing the drive between said'shafts directly for accomplishing a said kicked-down,

matic variable change speed transmission mechanism encircling said drivenshaft and related to drive the latter; said automatic variable trans;

mission mechanism including an independently rotatable primary input member concentrically encompassing said driven shaft,-.means. for selectively establishing either said'primary' input member of said automatic variable transmission 1" mechanism rotatable ith said {clutch men, or alternately said primary input member of said automatic variabletransmission mechanism disconnected from said clutch shaft andin the stead either 'said clutch shaft in neutral with respect to both said driven shaft and said'primary input member of said automatic-variable transmission;

- or said clutch shaft in either forward or-reversing said automatic variable ratio transmission mechanism, and an operating fluid connection whose tated from said" drive shaftincidental to said means positioned to establish the primary input member of said automatic variable transmission mechanism rotatable with said clutch shaft, said operating fluid connection for establishing the first ratio of drive through said automatic variable transmission mechanism between its said primaryv input member and saiddriven shaft operable when rotated at sufllcient speed whereby, over a condition of'said master clutch being, engaged and said primary inputmember of said automatic variable transmission mechanism being es-' tablished rotatable with said'clutch shaft, said suflcient rotation of said operating fluid connec tion. 32. In a motor vehicle drive, in combination with the vehicle engine crankshaft and the flywheel rotatable therewith, and a driven shaft for propelling the vehicle: a mechanical change speed transmission mechanism drive operatively associated between said shafts: a spring normally engaged master friction clutch having a driven element engageable with said flywheel and under control of the operator to be disengaged at will; a turbine ring type hydraulic device having a working fluidadapted for establishing the initial drive between said master friction clutch and said driven shaft drivingly through certain connections of said i :1 I: speed transmission mech, and means in said change speed transmission mech selectively shiftable into friction clutch and said driven shaft by the working fluid of said hydraulic device, and shlftable out of said one position and into either a no-drive position or into a third position in which the elements of said change speed trission mechaow are set upfor giving a positive and fixed ratio under-gear-drive connection between said master friction clutch and said driven shaft wholly independent of said hydraulic device, whereby in said ed ratio of under-gear-drive the engine compression is utilizable as a brake art rotation of said driven shaft in either direction whether the engine and the drive are at completerest or in motion.

33. In a motor vehicle drive, in combination with the t; crank shaft and a driven shaft for propelling the vehicle: a change speed transon mechanism drive operative between said its including an opera fluid connection to establish the initiai drive between said shafts, means in said change speed transmission under control of the operator and operable selectively 'so as to set up said transmimion mechanism so that the drive therethrough between said shafts will be established by said operating fluid connection or to set up said transmission mechanism so as to give either a two-way drive under-gear forward drive ratio, or a two-way direct drive forward speed, between said shafts and both of the ,last said drives being adapted to be completed independently of said operating fluid connection.

34.. In a motor vehicle drive, in combination with the engine crank shaft and a driven shaft for propelling the vehicle: a change speed transmission mechanism drive operatively associated between said shafts including means under control of the operator to set up said transmission 1H s it either for the drive to be initially established between said shafts by and including an way gear drives between-said shafts are wholly independent of said operating fluid connection.

35. In a motor vehicle drive, in combination with the vehicle engine crank shaft and flywheel rotatable therewith, and a driven shaft for prothe vehicle: of change speed transmlssion mechanism drive operatively between said .v. heel and driven shaft including a spring enaged master friction clutch whose driven friction clutch element engages said flywheel and disengages at will, and an operating fluid connection connected to be driven from said master friction clutch, said change speed transmission mechanism being shift selective, into one position establishing the mechanism for automatic change speed transmission operation thereafter between said master clutch and driven shaft and wherein said operating fluid connection to establish the initial drive of said automatic change speed range between said master clutch and the driven shaft drives through a division of ,said change speed transmission, said change speed transmission mechanism being alternatively shift selective into one or four other positions in either of which four other positions it disestablishes the automatic change speed range of operation and also said operating fluid connection from cooperating in establishing the drive but in dependency upon'the function of said master clutch, in one of said four other positions to establish the transmission no-drive, i. e. in neutral, in a second of said other positions to establish the transmission inv a slow speed two-way drive operative forward speed ratio, in a third of said other positions to establish the transmission in a faster speed two-way drive operative forward 36. in a power transmission, in combination, a

pair of coaxial revolvable power transmitting members, a pair of clutch units connected in tan- ,dem the driven clutch member of the first clutch urge the engaging member of one of said' clutches into an engaged position, means yieldingly tending to urge the engaging clutch member of the other of said clutches out of an engaged position, said engaging clutch member having the yielding means aforesaid tending to urge same out of an engaged position being centrifugally operable into its engaged position, and means under -COI'HDIOI 0f the operator whereby to actuate Said engaging member of the clutch having the yielding means aforesaid tending to urge same into its engaged position out of said engaged position at will, the centrifugaily operable engaging clutch member carried rotatable with the driven clutch member .of the driving oneof said pair of clutch members. a

37. In a power transmission, in combination, a planetary gear unit constituted of an internal input gear element and a sun reaction gear element and an output planet carrier having a carried planet pinion meshed with each said sun and internal gears, reactance means automatically establishable to restrain said sun gear from rotating retrograde relative to opposite direction of rotation of said internal gear, said reactance means including an overrunning device permit- 1 4- ting said sun gear to rotate in the other direction,

an automatically operable clutch to establish the elements of -said planetary gear unit connected to rotate as a unit, said clutch being operable upon a temporary reduction in the speed of said intemal input gear relative to said output planet carrier, a second. clutch compounded with said first clutch so that the latter is in dependency .upon an engaged condition of said second clutch her is rotatable therewith but shiftable relative thereto, one of the other of said members having a clutch portion adapted to be engaged by the clutch member carried by said intermediate member, the third of said members carrying the other of said movable clutch members rotatable there- 'with but shiftable relative thereto, said intermediate member having a clutch portion adapted to be engaged by the clutch member carried by the third of said driving and driven members.

39. In a change speed power transmittin mechanism, first, second and third coaxial power transmitting members adapted to be connected in series, a first shiftable jaw clutch adapted for connecting said first and second power transmitting members, a second shiftable jaw clutch member adapted for connecting said second and third power transmitting members, a free-wheeling reduction gear train adapted initially to participate "in the drive between said first and one or the other ofsaid second or third power transmitting members, said first and second shiftable'clutches being arranged, so that the combined connections established by their simultaneous engaged conditions are required to establish a direct drive between the first and third powertransmitting members, movable shifter means connected with one of said clutches for effecting engagement and disengagement of its clutch, and spring means resiliently urging said shifter member in one directiomto cause engagement-of the last said clutch when the driving and driven members of said clutch are in substantial synchronization.

40. In a motor vehicle drive, in combination with the cranksha of the vehicle engine, a driven shaft for pro g the vehicle, transmission mechanism an" v "ntrolmeans therefor for connecting said crankshaft and driven shaft includinga friction type master clutch and a turbine ring type hydraulic coupling and an automatic clutch, said automatic clutch being adapted to establish a faster speed ratio between said crankshaft and drivenshaft when engaged, said.

automatic clutch being adapted to engage only when its clutch members are operated in substantial synchronism, said clutch being adapted to be actuated into an engaged condition during -a temporary reduction in .the speed of-the engine crankshaft relative to said driven shaft, and

' a second clutch adapted normally to be engaged v and adapted to be disengaged at will, said second.

upon disengagement to disestablish a train of drive connections and to retrieve drivingly a tween said crankshaft and propeller shaft, saidclutch adapted to be automatically engaged incidental to a temporary reduction in the speed of the crankshaft relative to the propeller shaft, a gear' train adapted'to be manually established to give a fixed ratio so that any tendency of the propeller shaft to. rotate in either direction will operate to rotate the crankshaft at a greater speed than said propeller shaft-and in the same direction sov as to provide an engine compression brake,, and a normally but yieldingly engaged friction master clutch adapted for disengagement at the will of the operator, said friction master clutch being adapted when disengaged to disconnect the drive between the crankshaft and the propeller shaft regardless of the engaged condition of either the said hydraulic coupling or the said gear train.

42. The mechanism described in claim 41, wherein means are provided for automatically actuating the engaging member of oneof said clutches normally into a. disengaged position and said engaging member being adapted to be automatically moved into engaged position when certain conditions are attained in the mecha-- nism, and wherein a. slidable engaging member of the other of said two clutches is adapted to d be slidable at least in one direction at the will of the operator.

43. In a change speed power transmission and control means therefor, .two Positive type clutches compounded to establish a given speed ratio of drive between a rotatable drive member and a rotatable driven member, means for automaticaly actuating one of said clutches into and out of engaged condition when different certain conditions are attained in said mechanism control means, and means operative independently 'ofthe actuating means forsaid one clutch to ac-- tuate said other clutch into or out of encased condition at the will of the operator, said other of said two clutches being connected so that its return to a disengaged condition over an engaged condition of said one automatic clutch is adapted to reestablish a speed reducing drive ratio from said drive member to said driven member,

and means including another engageable and disengageable positiveclutch adapted to contribute to the establishment of a still different speed reducing drive ratio from said drive member to said driven member, the last said ratio drivingly circumventing said compounded clutches.

514. In a power transmission mechanism, in combination, a drive shaft, a driven Shaft.

means for automatically completing driving connections between said drive and driven shafts initially torotate said driven shaft at a torquemultiplying speed reduction ratio relative to said drive shaft comprising a turbine ring type bymeansbeing operable when certain conditions are attained in the mechanism, a cylindricallyshaped valve adapted when in one. position to shut off the annular fluid passage in'said pump impeller member so that circulation of the fluid under centrifugal influence in said impeller member will be reduced sufliciently to render torque transmission through said coupling substantially nil, said valve when in another position being adapted to open the annular passage of the impeller member topermit substantially unrestrained radial movement of the fluid under centrifugal influence, and means for actuating said valve axially either into said one position or out of said one position and into said other position. 1

45. In a power transmission, a drive shaft, a driven shaft, means for establishing a torquemultiplying speed reducing connection from the drive shaft to the driven shaft, said means ineluding a friction type master clutch adapted for disengagement at the will of the operator and a turbine ring type hydraulic device connected to be driven from said drive shaft through an engaged condition of saidmaster clutch, and mean:- for establishing a positive two-way drive opera tive connection between said drive and said driven shafts so as to rotate said driven shaft at reduced speed and at multiplied torque relative to said drive shaft, the4ast said means including the same engaged relation of said master clutch as is depended upon for the drive from said drive shaft to said turbine ring type hydraulic device but excluding said coupling.

' EVERETT R. BUR'I'NE'I'I'. 

